Ejector for vacuum-brakes



2 Sheets-Sheet 1. F. W. E-AMES.

Eject-0r for Vacuum-Brakes.

No. 228,743. Patented June I5, I880.

2 Sheets-Sheet 2. P. W. EAMES. Ejector for Va 0uum-Brakes.,

No. 228,743. atented June15,1880."

Win.

N. PETERS, PHOTO-LITHOGRAPHER. WASHKNGTON, D c,

lJNiTEb STaTns PATENT @irriciso FREDERICK W. EAMES, OF \VATERTOWN, NEW YORK.

EJECTO FOR VACUUM-BRAKES.

SPECIFICATION forming part of Letters Patent No. 228,743, dated June 15, 1880.

Application filed February 25, 1879.

To all whom it may concern:

Be it known that I, FREDERICK W. EAMES, of WV-atertown, in the county of Jefferson and State of New York, have invented ccrtainnew and useful Improvements in Ejectors for Vacuum-Brakes; and 1 do hereby declare that the following is a full, clear, and exact description of the invention, which will enable others skilled in the art to which it appertains to make and use the same, reference being had to the accompanying drawings, and to letters ofreference marked thereon, which form a part of this specification.

My present invention relates to ejector devices, more particularly to a device employed for withdrawing the air and creating a vacuum in the pipes and cylinders or vacuum-chambers of railroad vacuum-brake apparatus.

The invention consists in certain improvements in the construction of the ejector and the valves and other attachments used in connection therewith, all as hereinafter more fully set forth.

In the accompanying drawings, Figure l is an elevation of my improved ejector device. Fig. 2 is a vertical sectional view of the same. Fig. 3 is a detail sectional view of the reliefvalve. Fig. i is a detail sectional view of the valve which connects the locomotivedriver brakes with the ejector device. Figs. 5 and 6 are detail views of the operating-lever of the steam-valve and adjustable stop-boltfor limit ing the movement of same. Fig. 7 is a sectional view, showing the valve for the drip- Referring to the parts by letters, A represents the ejector device with its valve attachments, the whole being so constructed as to be readily attached to the boiler-of a locomotiveengine by a few bolts or otherwisein any suitable manner, all the parts of the device being connected together so that it can be attached to or removed from the locomotive without requiring any change to be made in the construc tion of the locomotive-boiler or any fitting except the connection of the steam-pipe there- Wit]1.-

B represents the steam-pipe, one end ofwhich passes into the upper part of the locomotiveboiler and the other connects with the tube or casing O, which encircles the ejector-nozzle D. Kis a valve in the steam-pipe B, the construction and operation of which will be hereinafter fully described.

The tube or casing G is somewhat enlarged at its point of connection with the steam-pipe B, but is drawn in at the nozzle of the ejector, as shown at c, and gradually decreases in diameter to a point some distance above the nozzle. It then gradually increases in diameter for about an equal distance, this part of the tube presenting the appearance of two united conical frustums. The balance of the tube, as shown at 0, is cylindrical and of increased diameter.

The upper portion of the tube (J is surrounded by a protecting-jacket, G, and the whole is sun mounted by a muflier (not shown) for deadening the noise of the escaping steam and 2tll.,

I), the ejector proper, has its upper end formed on its outer periphery with an enlargement, d, located in that port-ion of the casing O which is contracted. The space between the casing and the nozzle is thus gradually decreased until they come close together without touching, leaving only a narrow annular opening t'orthe passage of the steam.

E is a valve located at the lower end of the ejector-nozzle within an enlargement, f, of the air-pipe F. This valve is provided with a ground seat, 0, and with lower and upper guide-wings, c c, said upper wings also acting as stops, which limit the upward motion of the valve by coming in contact with the lower end of the ejector-nozzle D.

The air-pipe F connects with air-pipes secured to the cars, extending throughout the length of the train, said air-pipes being connected between the cars by flexible pipes in the usual manner, and also connected by branch pipes with the cylinders or vacuumchambers employed for operating the brakes.

H is the relief-valve, which serves to open communication between the air-pipe and the external atmosphere, so as to admit air into the pipe and destroy any vacuum which may be formed therein. It is operated by means of a hand-lever, h.

I is an airpipe, which connects with the pipe F at one end and leads to the cylinders or vacuum-ch ambers attached to and employed for applying the brakes to the driving-Wheels of the locomotive.

J is a valve, which is employed to open or 5 close communication between the pipes F and I. It is mounted on a stem,j, which passes horizontally through the pipe F in suitable bearings, and provided with a knob or pushhandle, j.

The steam-valveK is made in the form of a disk, having port-holes 7; formed vertically through it. L is the seat for this valve, located within the steam-pipe B and provided with port-holes l, which correspond with the port-holes 7c. a

The valve is secured to a shaft or stem, K, the lower end of which is stepped in a recess or bearing in the valve-seat L. The upper end of the stem is journaled in a bracket, .K, through which it passes. M is the lever attached to the upper end of the stem K for operating this steam-valve.

N is a bracket, one end of which is secured to the casing G of the ejector, its other or projecting end being formed with a slot, at.

P P are stop-bolts, the former secured to the bracket N, and the other, P, being made adjustable by passing its stem through the slot n.

Qis a drip-pipe, secured to the lower end of the casing O, and communicating with the interior thereof by means of a small opening or port, q. The object of this drip-pipe is to carry off any water of condensation or other objectionable matter which may find its way into and settle at the lower end of the tube 0. The port (1 being always open, the steam will force any water or extraneous matter through the pipe Q.

R is a drip-pipe for carrying off any water of condensation which may form in the air-pipe beneath the valve E, said drip-pipe being providedwith a suitable valve, X, which closes automatically when the vacuum is being formed.

The operation of the device is as follows: When the steam is turned on by opening the valve K it passes through the pipe B into the tube 0. Passing upward between the nozzle D and said tube in the form of an annular ring or hollow column, as before described, it draws the air out of the tube of the nozzle, thereby creating a vacuum and raising the valve E, and this process continuing, the air in the pipe F and the cylinders or vacuumchambers with which it connects will be withdrawn and avacuuin formed therein. The vacuum s'o produced will be maintained so long as the steam is allowed to pass through the pipe B. On shutting off the steam by means of the valve K, the valve E will drop onto its seat, and the vacuum be thus maintained in the pipe F and its connections.

To destroy the vacuum in the pipe F and its connections, and thereby release the brakes, it is only necessary to open the valve H.

This valve, it will be seen, opens outwardly, sliding on the shaft which forms its support and bearing. No device is necessary to hold this valve to its seat, the pressure on its external surface being sufficient when a vacuum is formed in the pipe.

Ordinarily it is not desirable to use the driver-brakes, the train-brakes being sufficient for all-ordinary purposes in stopping the momentum of a train. Under such circumstances the valve J is kept closed. This is effected by pulling the stem j outwardly until the valve is seated, in which position it will be held by the action of the vacuum in the pipe F. In

case of emergency, however, or when the 10- comotive is detached from the train and it is desired to use the driver-brakes, the valve J is opened by pushing it inwardly, thereby bringing the pipe 1 into connection with the ejector.

The construction of the steam-valve K and its seat L, with their respective port-openings, and of which there may be any desirable number, enables the engineer to admitor cut off the steam gradually, the area of the portopenings increasing or diminishing as the valve K is turned by the handle M in either direction. This construction of valve is of great importance in con uection with the ejector of a vacuum-brake apparatus for controlling and regulating the speed of the train. For example, when the train is descending grades it is a requisite that the steam-supply valve for admitting steam to the ejector to exhaust the air, and thereby apply the brakes, shall be of such construction as will enable the engineer to effectually control the amount of steam passing through said valve, as above described, so that the brakes may be applied to the wheels with powersuflicient only to check the undue momentum acquired by reason of the down grade. The same nicety of operation in the steam-supply valve of the ejector is desirable when the train is passing through populous districts along the route, Where the train makes no stops, but is retarded in its motion so as to run at less than ordinary speed.

Ordinarilyit is not necessary to let on afull head of steam, so as to create the full vacuumpower the device is capable of producingi. 0., twenty-six to twenty-seven inches at the sea-level, from fourteen to twenty being generally sufficient for all practical purposes in the braking of trains. I therefore find it advisable to limit the motion of the steamvalve, and this I accomplish by means of the stops P P, the latter of which, being adjustable, can be so arranged as to limit the motion of the lever M at the proper point, and thereby prevent the valve K from opening to its full extent.

The stops P P also serve to regulate the amount of braking power which it is desirable to apply to a train with respect to its weight and the consequent inertia to be overcome in stopping the train. In a train of a given weight the stops P P are adjusted for this purpose, so that when the lever M is turned as far as the adjustable stop will allow the graduatingvalve will permit the passing of only so much steam to the ejector as will be sufficient, through the action of said ejector, to brake and stop the train without sliding the wheels. If the locomotive be attached to a train of still greater weight the stops are again adjusted so as to allow of the steam-valve being opened wider, but only to that degree which will be sufficient to stop the train without sliding the wheels. This sliding-of the wheels is a very objectionable feature in railroad engineering, as it soon destroys the tread of the wheel and renders it unfit for use.

S is a vacuum-gage, which indicates the amount of vacuum-pressure produced by the ejector and the available degree of vacuum in the air-pipe and its connections.

Having thus described my invention, what I claim as new, and desire to secure by Letters Patent, is-- 1. In a vacuum-brake apparatus, in combination with the ejector-nozzle B and casing O, the graduating-valve K, having a series of ports, 70, and seat L, having a series of ports, I, operating substantially as and for the purpose specified.

2. In avacuum-brake apparatus, the combination of the valve K, seat L, shaft K, lever M, bracket N, and stops P P, for regulating the supply of steam to the ejector with respect to the weight of the train, in the manner substantially as and for the purpose specified.

3. In a vacuum-brake apparatus, the combination of pipes F and I and valve J, so arranged with respect to each other that the maintainance of a vacuum in the pipe F tends to keep the valve J closed until opened by the push-rod j, substantially as set forth.

4:- The combination of graduating steamvalve K, constructed substantially as described, withrelief-valve H, valve E, nozzle D, and steam-casing O, constructed and operating substantially as set forth.

5. The combination of graduating steamvalve K, constructed substantially as described, with pipe I*, double-winged valve E, ejector-nozzle D, and casing or eduction-tube O, constructed and operating substantially as set forth.

In testimony that I claim the foregoing as my own I affix my signature in the presence of two witnesses.

FRED. W. EAMES.

Witnesses:

DEWITT J. CUMMINGS, CHAS. D. BINGHAM. 

